CN113811459B

CN113811459B - Buffer member for vehicle

Info

Publication number: CN113811459B
Application number: CN201980096338.2A
Authority: CN
Inventors: 见尾谷信介
Original assignee: Kasai Kogyo Co Ltd
Current assignee: Kasai Kogyo Co Ltd
Priority date: 2019-10-10
Filing date: 2019-10-10
Publication date: 2023-10-27
Anticipated expiration: 2039-10-10
Also published as: CN113811459A; US11623595B2; JPWO2021070327A1; DE112019007806T5; US20220017033A1; JP7080397B2; WO2021070327A1

Abstract

The invention provides a vehicle buffer member capable of ensuring larger collision absorption capacity with smaller stroke amount. The vehicle cushioning material includes: first and second convex bending portions which cause the side walls to be bent outward when the roof panel receives a collision load, and first and second concave bending portions which cause the side walls to be bent inward when the roof panel receives a collision load, the first and second concave bending portions alternating with each other at adjacent side walls and formed in a circumferential shape), the first and second concave bending portions, and the first and second concave bending portions being formed on the same side wall, the length from the top surface to the first bending portion being 24% to 47% inclusive, the length from the first bending portion to the second bending portion being 34% to 49% inclusive, and the length from the second bending portion to the face on the roof panel side of the flange portion being 13% to 33% inclusive, in the height direction along the axis of the substantially prism.

Description

Buffer member for vehicle

Technical Field

The present invention relates to a vehicle cushioning material.

Background

Conventionally, a vehicle cushioning member that is disposed on a rear surface of a trim member attached to cover a vehicle body panel and absorbs collision energy when receiving a collision load has been proposed. The vehicle cushioning material includes: a top plate that forms a surface that receives a collision load; and a plurality of side walls that are formed extending from the peripheral end portion of the top plate and are arranged in a peripheral shape with respect to the top plate (see patent documents 1 and 2, for example). Further, such a vehicle cushioning material has an outward fold line and an inward fold line formed in a side wall. Therefore, when the roof panel receives a collision load, the vehicle cushioning member is liable to cause an outward bulge with the outward fold line and a inward concavity with the inward fold line. In particular, by providing the outward and inward fold lines, the shape after deformation easily becomes the same for any load, and stabilization of the impact energy absorbing effect can be achieved.

Prior art literature

Patent literature

Patent document 1: japanese patent laid-open publication No. 2014-121887

Patent document 2: japanese patent laid-open publication No. 2017-136965

Here, it is desirable that the vehicle cushioning member have a predetermined F-S (load-stroke amount) characteristic. Fig. 14 is a diagram showing F-S characteristics of the vehicular shock absorbing member according to the comparative example. The vehicle cushioning material according to the comparative example can provide a stable failure mode at the time of a side collision, but as shown in fig. 14, the vehicle cushioning material has a peak P that absorbs load at the initial stage of the collision (i.e., the stroke is small), and thereafter, the load tends to decrease toward the bottoming waveform.

Here, an upper limit value of the load is set in the F-S characteristic, and the vehicle cushioning member is expected to have the F-S characteristic that absorbs any energy within a range not exceeding the upper limit value. On the other hand, the vehicular cushioning devices are required to have a high collision energy absorption amount (a large integral value of F-S characteristics). In particular, in a small car or the like, it is difficult to secure a sufficient stroke amount, and therefore, in order to compensate for this, the requirement for F-S characteristics that are close to the upper limit value is high.

However, in the vehicle cushioning material according to the comparative example, if the stroke (S) exceeds the peak value P, the load (F) tends to decrease, and thus the requirement for F-S characteristics cannot be satisfied. As a result of these measures, only the PAD can be made larger, and as a result, the vehicle interior space is narrowed.

Disclosure of Invention

The present invention has been made in view of the above circumstances, and an object thereof is to provide a vehicle cushioning member capable of securing a larger impact absorption amount with a smaller stroke amount.

In order to solve the problem, a vehicle cushioning material according to the present invention includes: a roof panel which is disposed on a back surface of a decorative member attached to cover a vehicle body panel and which forms a roof surface that receives a collision load; a plurality of side walls extending from a peripheral end portion of the top plate and arranged in a peripheral shape with respect to the top plate; and a plate-shaped flange portion that protrudes outward from an end portion of each of the plurality of side walls on a side opposite to the roof panel, the vehicle cushioning member having a substantially prismatic shape and absorbing collision energy when the roof panel receives a collision load, wherein the plurality of side walls intersect at a substantially right angle at a central portion between adjacent side walls in a cross section substantially parallel to the roof panel, and further comprises: a first bending portion formed in a circumferential shape so that a first convex bending portion that causes the side wall to be convex-bent outward when the roof receives a collision load and a first concave bending portion that causes the side wall to be concave-bent inward when the roof receives a collision load alternate with each other at adjacent side walls; and a second bending portion formed in a circumferential shape alternately with each other in adjacent side walls by a second convex bending portion that causes the side walls to be bent outward when the top plate receives a collision load and a second concave bending portion that causes the side walls to be bent inward when the top plate receives a collision load, wherein the first convex bending portion and the second concave bending portion, and the first concave bending portion and the second convex bending portion are formed on the same side wall, and wherein in a height direction along a substantially prism, a length from a top surface of the top plate to a surface of the top plate side of the flange portion is set to 100%, a length from the top surface to the first bending portion is set to 24% to 47%, a length from the first bending portion to the second bending portion is set to 34% to 49%, and a length from the second bending portion to a surface of the top plate side of the flange portion is set to 13% to 33%.

Effects of the invention

According to the present invention, when the length from the top surface of the top plate to the top plate side surface of the flange portion is 100%, the length from the top surface to the first bending portion is 24% to 47%, the length from the first bending portion to the second bending portion is 34% to 49%, and the length from the second bending portion to the top plate side surface of the flange portion is 13% to 33%. With this structure, when the roof panel receives a collision load, the first bending portion on the side close to the roof panel is first bent, and thereafter the second bending portion on the side far from the roof panel is bent, so that the desired F-S characteristic can be easily obtained. Therefore, it is possible to provide a vehicle cushioning member capable of securing a larger collision absorption amount with a smaller stroke amount.

Drawings

Fig. 1 is a side view schematically showing a door trim in an example in which a vehicle cushioning material according to the present embodiment is applied to a side door.

Fig. 2 is a sectional view A-A of fig. 1.

Fig. 3 is a perspective view showing the vehicular cushioning device shown in fig. 2.

Fig. 4 is a B-B sectional view of fig. 3.

Fig. 5 is a C-C cross-sectional view of fig. 3.

Fig. 6 is a cross-sectional view of the vehicle cushioning material shown in fig. 3, and is a view showing a cross-section substantially parallel to the roof panel.

Fig. 7 is a cross-sectional view showing an example of a case where collision energy is absorbed by the vehicle cushioning material, and shows an initial stage of collision in a cross section in the first direction.

Fig. 8 is a cross-sectional view showing an example of the case where the collision energy is absorbed by the vehicle cushioning member 10, and shows an initial stage of the collision in the cross-section in the second direction.

Fig. 9 is a cross-sectional view showing an example of the case where the collision energy is absorbed by the vehicle cushioning member 10, and shows the end stage of the collision in the cross section in the first direction.

Fig. 10 is a cross-sectional view showing an example of the case where collision energy is absorbed by the vehicle cushioning member 10, and shows a first example at the end of a collision in a cross section in the second direction.

Fig. 11 is a cross-sectional view showing an example of the case where the collision energy is absorbed by the vehicle cushioning member 10, and shows a second example at the end of the collision in the cross section in the second direction.

Fig. 12 is a cross-sectional view showing a modification of the vehicular cushioning material according to the present embodiment.

FIG. 13 is a graph showing ideal F-S characteristics of tertiary structure.

Fig. 14 is a diagram showing F-S characteristics of the vehicular shock absorbing member according to the comparative example.

Symbol description

4. Door decoration item (decoration component)

10. Buffer member for vehicle

11. Top plate

11a top surface

12. Side wall

13. Flange part

14. First bending part

14a first convex bending portion

14b first concave bent portion

15. Second bending part

15a second convex bending part

15b second concave bent portion

16. Thin wall part

F crash load

Detailed Description

The present invention will be described below in terms of preferred embodiments. The present invention is not limited to the embodiments described below, and can be appropriately modified within the scope not departing from the gist of the present invention. In the embodiments described below, some of the structures are omitted in the drawings and the description, but it is needless to say that a known or known technique is appropriately applied to the details of the omitted technique within a range not contradicting the details described below.

Fig. 1 is a side view schematically showing a door trim in an example of application of the vehicle cushioning material according to the present embodiment to a side door, and fig. 2 is a sectional view A-A of fig. 1.

The side door 1 is constituted of a door outer panel 2 and a door inner panel 3 as body panels. The door inner panel 3 forms a part of a wall surface panel of a vehicle interior, and a door trim (decorative member) 4 is attached to a side surface on the vehicle interior side.

The door trim 4 is formed by molding a suitable synthetic resin material, and a cover that serves as both a cushion and a surface decoration is attached to a side surface (surface) on the vehicle cabin side. The door trim 4 has a door armrest 5 at an intermediate portion in the up-down direction. Further, the door trim 4 has a door rack 6 below the door armrest 5.

A vehicle cushioning member 10 having high collision absorption performance is provided at a desired position of the door trim 4, for example, at a position corresponding to the waist of an occupant seated on a seat cushion (not shown).

Fig. 3 is a perspective view showing the vehicular cushioning device 10 shown in fig. 2. The vehicle cushioning material 10 is formed in a prismatic shape with one opening closed, and receives a collision load F (see fig. 2) input to the side door 1 at the time of a side collision of the vehicle, and deforms in the column axis direction, thereby absorbing collision energy. The vehicular cushioning body 10 includes: the top plate 11, the plurality of side walls 12, and the flange portion 13 are integrally formed of a suitable synthetic resin material (an elastomer resin or the like).

The top plate 11 constitutes a top surface 11a that receives the collision load F. The top plate 11 (top surface 11 a) is formed of, for example, a flat surface substantially parallel to the door inner plate 3 (see fig. 2), and receives the door inner plate 3 in a planar manner when the collision load F is input.

The plurality of side walls 12 are wall members extending from the peripheral end portion of the top plate 11 and arranged circumferentially with respect to the top plate 11. Specifically, in the present embodiment, the top plate 11 has a quadrilateral shape, and therefore the plurality of side walls 12 are formed of four pieces equal in number to the sides of the quadrilateral top plate 11, and extend from the sides of the top plate 11 toward the door trim 4 (see fig. 2). As a result, the vehicle cushioning material 10 has a prismatic shape with one end closed and the other end open.

The flange 13 is a plate-like member extending outward from a side (end) of the plurality of side walls 12 opposite to the top plate 11. The flange portion 13 is formed outside the pillar with a constant width over the entire circumference, for example, and forms an abutment surface with the door trim 4. The flange portion 13 contacts the rear surface of the door trim 4 when the vehicle cushioning member 10 is deformed by the collision load F, thereby distributing the load to the door trim 4 on a plane.

As shown in fig. 3, the plurality of side walls 12 of the vehicle cushioning material 10 includes: a first bending portion 14 and a second bending portion 15 on the flange portion 13 side of the first bending portion 14. Fig. 4 is a B-B sectional view of fig. 3. Fig. 5 is a C-C cross-sectional view of fig. 3.

As shown in fig. 3 to 5, the first bending portion 14 is formed in a circumferential shape (one circle) alternately with each other at the adjacent side walls 12 by a first convex bending portion 14a that causes the side walls 12 to be convex-bent outward when the roof panel 11 receives the collision load F and a first concave bending portion 14b that causes the side walls 12 to be concave-bent inward when the roof panel 11 receives the collision load F.

The second bending portion 15 is formed in a circumferential shape (one circle) alternately with each other at the adjacent side walls 12 by a second convex bending portion 15a which causes the side walls 12 to be convex-bent outward when the roof panel 11 receives the collision load F and a second concave bending portion 15b which causes the side walls 12 to be concave-bent inward when the roof panel 11 receives the collision load F.

Further, the first convex bending portion 14a and the second concave bending portion 15b, and the first concave bending portion 14b and the second convex bending portion 15a are each formed on the same side wall 12.

Here, when the portion of the side wall 12 closer to the top plate 11 than the first bending portion 14 is the first wall 12a, the portion between the first bending portion 14 and the second bending portion 15 is the second wall 12b, and the portion closer to the flange portion 13 than the second bending portion 15 is the third wall 12c, the angles thereof are as follows.

That is, for the side wall 12 having the first convex bent portion 14a, the first wall 12a is an inclined surface inclined by 5 ° to 30 ° with respect to the normal direction of the top plate 11 (in the present embodiment, the height direction along the axis of the prism), for example. The second wall 12b is a vertical surface or an inclined surface inclined by 0 ° to 15 ° with respect to the normal direction of the top plate 11, for example. Similarly, the second wall 12b of the side wall 12 having the second convex bending portion 15a is an inclined surface inclined by 5 ° or more and 30 ° or less with respect to the normal direction of the top plate 11, for example. The third wall 12c is a vertical surface or an inclined surface inclined by 0 ° to 15 ° with respect to the normal direction of the top plate 11, for example.

In the side wall 12 having the first concave bent portion 14b, the first wall 12a is a vertical surface or an inclined surface inclined by 0 ° to 15 ° with respect to the normal direction of the top plate 11, for example. The second wall 12b is an inclined surface inclined by 5 ° to 30 ° with respect to the normal direction of the top plate 11, for example. Similarly, the side wall 12 having the second concave bent portion 15b is formed as a vertical surface or an inclined surface inclined by 0 ° to 15 ° with respect to the normal direction of the top plate 11, for example. The third wall 12c is an inclined surface inclined by 5 ° to 30 ° with respect to the normal direction of the top plate 11, for example.

Further, as shown in fig. 4 and 5, it is preferable that the inner wall portions of the plurality of side walls 12 where the first bending portions 14 and the second bending portions 15 are formed are thinned to become thin wall portions 16. The thin portion 16 may be formed only in one of the first bending portion 14 and the second bending portion 15. In addition, the first bending portion 14 and the second bending portion 15 are preferably formed in a circumferential shape substantially parallel (for example, within ±10° range) to the top plate 11 across the plurality of side walls 12.

Here, the vehicle cushioning member 10 having the first bent portion 14 and the second bent portion 15 preferably can obtain the F-S characteristic shown in fig. 13. FIG. 13 is a graph showing ideal F-S characteristics of tertiary structure. The three-stage vehicle cushioning material can exhibit a high impact absorption effect when the first bending portion 14 and the second bending portion 15 are bent, and therefore can form two peaks P1 and P2 in the F-S characteristic. Therefore, the F-S characteristic closer to the upper limit value can be achieved to realize an increase in the integrated value. In addition, the F-S characteristic shown in fig. 13 is a characteristic in the case where, at the time of collision, first, the first bending portion 14 on the side close to the roof panel is bent, and thereafter, the second bending portion 15 on the side far from the roof panel is bent.

However, if the first bending portion 14 and the second bending portion 15 are formed only on the side wall 12, unexpected deformation is caused at the time of collision absorption, so that the F-S characteristic shown in fig. 13 cannot be obtained.

Therefore, in order to obtain the F-S characteristic shown in fig. 13, the vehicular cushioning material 10 according to the present embodiment has the following two features.

Fig. 6 is a cross-sectional view of the vehicle cushioning material 10 shown in fig. 3, and is a view showing a cross-section substantially parallel to the roof panel 11. Fig. 6 shows a cross section in a plane passing through the second bending portion 15. First, as shown by the broken line in fig. 6, the adjacent side walls 12 are connected to each other at a substantially right angle (e.g., within ±10°) on the plane.

Second, the first to third walls 12a to 12c of the vehicular cushioning units 10 according to the present embodiment have a dimensional relationship in the height direction shown in table 1. Table 1 shows the dimensional relationship in the height direction of the first to third walls 12a to 12 c.

[ Table 1 ]

A first wall	24％～47％
		A second wall	34％～49％
Third wall	13％～33％

The length from the top surface 11a of the top plate 11 to the top plate 11 side surface of the flange portion 13 as viewed in the height direction of the axis of the prism was set to 100%. In this case, the length of the first wall 12a (from the top surface 11a to the first bent portion 14) is 24% or more and 47% or less. The length of the second wall 12b (from the first bent portion 14 to the second bent portion 15) is 34% to 49%. The length of the third wall 12c (the surface from the second bent portion 15 to the top plate 11 side of the flange portion 13) is 13% to 33%.

According to the above-described height relationship, in the initial stage of the collision, after the first bending portion 14 is bent, the second bending portion 15 is bent, and as a result, the F-S characteristic shown in fig. 13 can be obtained.

Next, the case of absorbing collision energy by the vehicle cushioning member 10 according to the present embodiment will be described. Fig. 7 to 10 are cross-sectional views showing an example of a case where collision energy is absorbed by the vehicular cushioning material 10, and fig. 7 and 8 show the initial stage of a collision and fig. 9 and 10 show the final stage of a collision.

First, as shown in fig. 7 and 8, it is assumed that a collision load F is applied to the roof panel 11. In this case, the vehicle cushioning member 10 is first bent at the first bending portion 14. At this time, the second bending portion 15 is in a state of being substantially not bent.

Then, in the mid-collision period, the second bending portion 15 starts to bend. Therefore, it can be said that both the first bending portion 14 and the second bending portion 15 perform bending operation in the mid-collision period.

Thereafter, as shown in fig. 9 and 10, the first bending portion 14 is completely bent and deformed at the end of the collision. In addition, the second bending portion 15 is still in the bending action at this point in time.

As described above, the vehicular cushioning material 10 according to the present embodiment can be bent at the second bending portion 15 after the first bending portion 14 is bent, and can be deformed as desired at the time of collision, and can easily obtain desired F-S characteristics.

In addition, at the end of the collision, the cross section of the vehicle cushioning member 10 in the second direction may be as shown in fig. 11. Fig. 11 is a cross-sectional view showing a case where collision energy is absorbed by the vehicle cushioning member 10, and shows a second example at the end of a collision.

As shown in fig. 11, at the end of the collision, there is a possibility that the second bending portion 15 (second convex bending portion 15 a) may not be bent convexly in the cross section in the second direction. Even in such a case, as shown in fig. 9, the second bending portion 15 (second concave bending portion 15 b) is concavely bent in the cross section in the first direction, and therefore the impact absorption amount is not greatly reduced. Therefore, even with such a modification, the vehicular cushioning material 10 according to the present embodiment can obtain F-S characteristics relatively close to those shown in fig. 13.

As described above, according to the vehicle cushioning material 10 of the present embodiment, when the length from the top surface 11a of the top plate 11 to the top plate 11 side of the flange portion 13 is 100%, the length from the top surface 11a to the first bent portion 14 is 24% to 47%, the length from the first bent portion 14 to the second bent portion 15 is 34% to 49%, and the length from the second bent portion 15 to the top plate 11 side of the flange portion 13 is 13% to 33%. With this structure, when the roof panel 11 receives the collision load F, the first bending portion 14 on the side closer to the roof panel 11 is first bent, and thereafter, the second bending portion 15 on the side farther from the roof panel 11 is bent, whereby the desired F-S characteristic can be easily obtained. Therefore, it is possible to provide the vehicular cushioning member 10 that can secure a larger impact absorption amount with a smaller stroke amount.

Further, since the inner wall portions of the plurality of side walls 12 where the first bending portions 14 and the second bending portions 15 are formed are thinned to form the thin wall portions 16, the first bending portions 14 and the second bending portions 15 are easily and appropriately bent, and the possibility of deformation occurring at undesired portions can be reduced.

Further, since the first bending portion 14 and the second bending portion 15 are formed substantially parallel to the top plate 11, the first bending portion 14 and the second bending portion 15 are easily bent appropriately by the collision load F applied to the top plate 11, and the impact energy absorbing effect can be more stably exerted.

The present invention has been described above based on the embodiments, but the present invention is not limited to the above embodiments, and may be modified within a range not departing from the gist of the present invention, and known or publicly known techniques may be combined as much as possible. In particular, the shape and size are not limited to the above-described and illustrated ones, and can be appropriately changed within a range not departing from the gist of the present invention.

In the above embodiment, the top plate 11 has a square shape when viewed from the normal direction thereof, but the shape is not particularly limited to a square shape as long as the adjacent side walls 12 can be connected at a substantially right angle. For example, the top plate 11 may have a convex shape as viewed in the normal direction, or may have a shape such as X, H or L-shape.

The side walls 12 adjacent to each other in the cross section substantially parallel to the roof panel 11 of the vehicular cushioning material 10 according to the present embodiment are connected to each other at a substantially right angle, but the present invention is not limited thereto, and the center portions of the side walls 12 adjacent to each other in the cross section substantially parallel to the roof panel 11 may intersect at a substantially right angle. Fig. 12 is a cross-sectional view showing a modification of the vehicular cushioning member 10 according to the present embodiment. As shown in fig. 12, adjacent side walls 12 may also have rounded corners at the interconnection of each other. That is, as long as the central portions of the side walls 12 intersect at a substantially right angle, the connecting portions of the adjacent side walls 12 may have rounded corners.

Claims

1. A vehicle cushioning material is characterized by comprising: a roof panel that is disposed on a back surface of a decorative member that is mounted so as to cover a vehicle body panel, and that forms a roof surface that receives a collision load; a plurality of side walls extending from a peripheral end portion of the top plate and arranged in a peripheral shape with respect to the top plate; and a plate-shaped flange portion that protrudes outward from an end portion of each of the plurality of side walls on a side opposite to the roof panel, the vehicle cushioning member being substantially prismatic and absorbing collision energy when the roof panel receives a collision load,

the plurality of side walls intersect at a substantially right angle at a central portion between adjacent side walls in a section substantially parallel to the top plate, and have:

a first bending portion formed in a circumferential shape with first convex bending portions that cause side walls to be convex-bent outward when the roof panel receives a collision load and first concave bending portions that cause side walls to be concave-bent inward when the roof panel receives a collision load alternating with each other at adjacent side walls; and

a second bending portion formed in a circumferential shape with second convex bending portions which cause the side walls to be convex-bent outward when the roof panel receives a collision load and second concave bending portions which cause the side walls to be concave-bent inward when the roof panel receives a collision load alternating with each other at the adjacent side walls,

the first convex bending part and the second concave bending part, and the first concave bending part and the second convex bending part are formed on the same side wall,

when the length from the top surface of the top plate to the top plate side surface of the flange portion in the height direction along the axis of the substantially prism is set to 100%, the length from the top surface to the first bending portion is 24% to 47%, the length from the first bending portion to the second bending portion is 34% to 49%, and the length from the second bending portion to the top plate side surface of the flange portion is 13% to 33%.

2. The vehicle cushioning material according to claim 1, wherein an inner wall portion of at least one of portions of the plurality of side walls where the first bending portion and the second bending portion are formed is thinned to form a thin wall portion.

3. The vehicular cushioning part according to any one of claims 1 to 2, characterized in that,

the first bending portion and the second bending portion formed in a circumferential shape throughout the plurality of side walls are formed substantially parallel to the top plate.